Smart transmission shift delay method and system for climate control for a vehicle

ABSTRACT

A method and system for the cancellation of transmission shift delay as a function of an optimum target temperature is disclosed. Once the pre-selected optimum target is achieved the shift delay is cancelled and the transmission is upshifted. Thus the disclosed inventive concept is based the cancellation of the shift delay on achieving climate control air conditioning comfort targets. Such comfort targets could include one or more of the measured HVAC evaporator temperature, the HVAC discharge temperature, or the in-vehicle cabin temperatures. When a temperature sensor measuring the selected temperature reaches the pre-selected target temperature the shift delay may be cancelled and the transmission may be upshifted, thus maximizing passenger comfort while minimizing fuel consumption. Having the shift delay based upon the achievement of specific measurable comfort targets in the form of target temperatures rather than a set time period allows optimization between cabin comfort and fuel efficiency.

TECHNICAL FIELD

The disclosed invention relates generally to vehicle transmission shiftdelay methods and systems for automotive vehicles. More particularly,the disclosed invention relates to a smart transmission shift delaymethod and system that bases the cancellation of transmission shiftdelay on achieving climate control air conditioning comfort targets.

BACKGROUND OF THE INVENTION

The present invention relates in general to transmission shift delaystrategies and automotive heating, ventilating, and air conditioning(HVAC) systems. Such systems developed from the passenger's needs forthermal comfort which has played an important role in automobiledevelopment since the very earliest days of vehicles. Early automobileswere fitted with interior heaters which depended on manifold heatersutilizing heated exhaust gases, gasoline-fired heaters, and heatedengine coolant circulated through the engine, radiator and passengercompartment heater core.

As consumers demanded more comfort throughout the driving year and inmore extreme climates air conditioning systems were also introduced.Additional optional devices such as heated seats, cooled seats, heatedsteering wheels, or partitioned climate zones have become available forincreasing comfort.

However, all of the air conditioning systems utilize energy and reduceengine performance, particularly at vehicle start up and during lowspeed drive-away or at speeds of about 50 kph or 30 mph. During vehiclestart up and at such low speed drive-away passenger air-conditionedcomfort is sometimes compromised while engine power is directed to thevehicle powertrain.

In response to this situation a transmission shift delay has beenemployed by some vehicle designers. The transmission shift delay isneeded to keep engine RPMs high enough and, as a consequence, tomaintain adequate revolutions of the clutched compressor to providesuitable air conditioning performance at high ambient temperatures.

The shift delay is usually time-based, timing out after perhaps 15minutes at 50 kph/30 mph, for example. In some cases, the timed shiftdelay is not optimized and can be inappropriate in different temperatureand road load scenarios, resulting in excessive fuel consumption on theone hand or poor air conditioning performance on the other hand. A moreappropriate criterion for delaying transmission upshift is needed foroptimizing powertrain performance while meeting customer comfortexpectations through the achievement of optimum interior climateconditions.

As in so many areas of vehicle technology there is always room forimprovement related to vehicle passenger comfort and fuel economy.

SUMMARY OF THE INVENTION

The disclosed invention overcomes the problems of known systems andmethodologies by providing for the cancellation of transmission shiftdelay as a function of an optimum target temperature as opposed to timeas is known in the art. Once the pre-selected optimum target is achievedthe shift delay is cancelled and the transmission is upshifted.

The solution of the disclosed inventive concept is to base thecancellation of the shift delay on achieving climate control airconditioning comfort targets. Such comfort targets could include one ormore of the measured HVAC evaporator temperature, the HVAC dischargetemperature, or the in-vehicle cabin temperatures as measured byappropriate sensors.

When a temperature sensor measuring the selected temperature reaches thepre-selected target temperature the shift delay may be cancelled and thetransmission may be upshifted, thus maximizing passenger comfort whileminimizing fuel consumption.

Having the shift delay based upon the achievement of specific measurablecomfort targets in the form of target temperatures rather than a settime period allows optimization between cabin comfort and fuelefficiency, regardless of noise factors such as sunload, ambienttemperature, wind, or vehicle road load.

The above advantages and other advantages and features will be readilyapparent from the following detailed description of the preferredembodiments when taken in connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of this invention, reference shouldnow be made to the embodiments illustrated in greater detail in theaccompanying drawings and described below by way of examples of theinvention wherein:

FIG. 1 shows some of the components of the system of the disclosedinvention in schematic illustration;

FIG. 2 illustrates a flow chart illustrating operation of the systemaccording to known technology; and

FIG. 3 is a flow chart illustrating operation of a system according tothe disclosed inventive concept.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

In the following figures, the same reference numerals will be used torefer to the same components. In the following description, variousoperating parameters and components are described for differentconstructed embodiments. These specific parameters and components areincluded as examples and are not meant to be limiting.

Referring to FIG. 1, a vehicle, generally illustrated as 10, is shown inschematic view. The vehicle 10 includes a passenger compartment 12, anengine assembly 14, and an evaporator 16. The engine assembly 14includes a transmission 18, an air conditioner compressor 20, and acooling fan 21. It is to be understood that the configuration andarrangement of the passenger compartment 12, the engine assembly 14, theevaporator 16, the transmission 18 and the air conditioner compressor 20of the vehicle 10 illustrated in FIG. 1 are set forth as non-limitingexamples which may be varied without deviating from the spirit and scopeof the disclosed inventive concept set forth herein.

The vehicle 10 further includes a smart shift delay control system,generally illustrated as 22. The system 22 includes a plurality oftemperature sensors, function sensors, a control module, and a main databus. More particularly, the system 22 includes a cabin temperaturesensor 24 for sensing cabin temperature and an ambient temperaturesensor 26 for sensing ambient temperature. The illustrated placements ofthe cabin temperature sensor 24 and the ambient temperature sensor 26are only suggested and are again not intended as being limiting.

The system 22 further includes a vehicle status sensor 28 for sensingwhether the engine assembly 14 is on or off. In addition, the system 22includes an HVAC evaporator temperature sensor 30 for sensing evaporatortemperature and an HVAC discharge temperature sensor 32 for sensing HVACdischarge temperature.

Associated with both the system 22 and the engine assembly 14 is acompressor RPM sensor 34 that determines the revolutions of the airconditioner compressor 20. Also associated with both the system 22 andthe engine assembly 14 is a transmission shift controller 36 that bothidentifies the selected transmission gear and controls gear selectionsuch that the transmission can be upshifted or a gear change is delayedbased on various inputs of the system 22.

The system 22 includes a control module 38. The control module 38 maycomprise one or more control modules located throughout vehicle 10.

The control module 38, the cabin temperature sensor 24, the ambienttemperature sensor 26, the vehicle status sensor 28, the HVAC evaporatortemperature sensor 30, the HVAC discharge temperature sensor 32, thecompressor RPM sensor 34, and the transmission shift controller 36 maycommunicate via a data bus 40. Preferably but not absolutely the datatravels over data bus 40 using a Controller Area Network (CAN) protocol.They may alternatively communicate in any other suitable fashion, e.g.,hardwire or wireless.

The disclosed inventive concept is directed to the cancellation of theshift delay on achieving preselected climate control air conditioningcomfort targets in any suitable manner. Such comfort targets caninclude, without limitation, the HVAC evaporator temperature, the HVACdischarge temperature, or the in-vehicle cabin temperature as measuredby the cabin temperature sensor 24, the HVAC evaporator temperaturesensor 30, and the HVAC discharge temperature sensor 32 respectively.The target temperatures may be determined via a look-up table and may berelied upon singularly or in one or more combinations.

One or more of the temperatures sensed by the cabin temperature sensor24, the HVAC evaporator temperature sensor 30, and the HVAC dischargetemperature sensor 32, acting alone or in combination, are received bythe control module 38 via the data bus 40. The control module 38determines the target operating temperature based upon the look-uptables stored therein and, if the target is achieved, instructions aresent from the control module 38 to the transmission shift controller 36to cancel the shift delay, thus saving fuel.

According to the methodology of the disclosed inventive concept by tyingthe shift delay to achieving specific measurable comfort targets ratherthan a set time period allows for an optimal balance between cabincomfort and fuel efficiency. This level of optimal efficiency may beachieved regardless of noise factors such as sunload, ambienttemperature, wind, vehicle road load and the like.

Referring to FIG. 2, a methodology for regulating shift delay accordingto the known art is disclosed. At step 50, an inquiry is made to thevehicle status sensor 28 to determine whether the engine assembly 14 ison or off based, for example, on a time of <1500 seconds. If, uponinquiry, it is determined that the engine assembly 14 is off then theprogram is exited at step 52.

On the other hand, if, upon inquiry at step 50, it is determined thatthe engine assembly 14 is on then the program proceeds to the nextinquiry at step 54 as to whether or not the ambient temperature is ≧90°F. This determination is made using the ambient temperature sensor 26.If it is found at step 54 that the ambient temperature is not ≧90° F. atstep 54 then the program is exited at step 52.

Conversely, if it is found after signaling the ambient temperaturesensor 26 that the ambient temperature is ≧90° F. then an inquiry ismade of the compressor RPM sensor 34 at step 56 whether or not the airconditioner compressor RPM lift time is <a predetermined value of alook-up table. If it is found at step 56 that the air conditionercompressor RPM lift time is not <the predetermined value of a look-uptable at step 56 then the program is exited at step 52.

If it is found at step 56 that the air conditioner compressor RPM lifttime is <the predetermined value of the look-up table then the airconditioner compressor RPM lift is made active and the shift delay iscancelled at step 58. The inquiry at step 56 is thereafter repeateduntil it is determined that the air conditioner compressor RPM lift timeis not <the predetermined value of a look-up table at which time theprogram is exited at step 52.

The time-based shift delay of the prior art disclosed in the methodologyof FIG. 2 results in a failure to optimize the delay sequence. Theresult is inefficient shifting that causes either excessive fuelconsumption or poor air conditioning performance.

The methodology of the disclosed inventive concept overcomes theproblems presented by the known methodology. Particularly, and withreference to FIG. 3, a methodology of the disclosed inventive concept isillustrated.

Particularly, and referring to FIG. 3, the methodology for regulatingshift delay according to the disclosed inventive concept is disclosed.At step 60, an inquiry is made to the vehicle status sensor 28 todetermine whether the engine assembly 14 is on or off based on a time of<1500 seconds (other times may be employed). If, upon inquiry, it isdetermined that the engine assembly 14 is off then the program is exitedat step 62.

If upon inquiry at step 60 it is determined that the engine assembly 14is on then the program proceeds to the next inquiry at step 64 as towhether or not the ambient temperature is ≧90° F. As with the prior artdiscussed above, this determination is made using the ambienttemperature sensor 26. If it is found at step 64 that the ambienttemperature is not ≦90° F. at step 64 then the program is exited at step62.

On the other hand, if it is found after signaling the ambienttemperature sensor 26 at step 64 that the ambient temperature is ≧90° F.then an inquiry is made of the compressor RPM sensor 34 at step 66whether or not a temperature selected from one or more of the HVACevaporator temperature (via the HVAC evaporator temperature sensor 30),the HVAC discharge temperature (via the HVAC discharge temperaturesensor 32) or the cabin temperature (via the cabin temperature sensor24) is <than a predetermined temperature value 1. If it is found thatthe preferred temperature is not <the predetermined temperature value 1,then the program is exited at step 62.

If at step 66 it is found that the preferred temperature is <thepredetermined temperature value 1, then an inquiry is made at step 68whether or not the air conditioner compressor RPM lift time is <apredetermined value of a look-up table. If at determination is made atstep 68 that the air conditioner compressor RPM lift time is not <thepredetermined value of a look-up table at step 68 then the program isexited at step 62.

Conversely, if it is found at step 68 that the air conditionercompressor RPM lift time is <the predetermined value of the look-uptable then the air conditioner compressor RPM lift is made active andthe shift delay is cancelled at step 70. The inquiry at step 68 isthereafter repeated until it is determined that the air conditionercompressor RPM lift time is not <the predetermined value of a look-uptable at which time the program is exited at step 62.

The disclosed inventive concept as set forth above overcomes thechallenges faced by systems for optimizing delays in gear shifting. Thesystem and methodology disclosed above improve vehicle passenger comfortwhile increasing fuel economy. However, one skilled in the art willreadily recognize from such discussion, and from the accompanyingdrawings and claims that various changes, modifications and variationscan be made therein without departing from the true spirit and fairscope of the invention as defined by the following claims.

1-16. (canceled) 17-20. (canceled)
 21. A method for regulating delayedshifting of a vehicle transmission to optimize passenger comfort andfuel economy comprising: determining if the vehicle is on; determiningif the ambient temperature equals or exceeds a threshold; receiving asignal from a temperature sensor; determining if said sensed temperatureis less than a pre-selected value; and canceling the delayed shifting ifsaid sensed temperature is less than said pre-selected value.
 22. Themethod for regulating delayed shifting of a vehicle according to claim21, wherein said temperature sensor is an in-vehicle temperature sensor.23. The method for regulating delayed shifting of a vehicle according toclaim 21, wherein said temperature sensor is an HVAC evaporatortemperature sensor.
 24. The method for regulating delayed shifting of avehicle according to claim 21, wherein said temperature sensor is anHVAC discharge temperature sensor.
 25. The method for regulating delayedshifting of a vehicle according to claim 21, wherein the vehicleincludes an air conditioner compressor and the method includes thefurther step of determining revolutions per minute of said compressorprior to cancelling delayed shifting.
 26. The method for regulatingdelayed shifting of a vehicle according to claim 21, wherein the vehicleincludes a vehicle status sensor for determining if the vehicle is on oroff.
 27. The method for regulating delayed shifting of a vehicleaccording to claim 21, wherein the vehicle includes an ambient airtemperature sensor.
 28. The method for regulating delayed shifting of avehicle according to claim 21, wherein the vehicle includes an airconditioner compressor, said air conditioner compressor having a sensorfor determining revolutions per minute.
 26. The method for regulatingdelayed shifting of a vehicle according to claim 21, wherein the vehicleincludes a control module and a shift controller connected to thetransmission and to said module for regulating delayed shifting of thetransmission.
 28. A method for regulating delayed shifting of a vehicletransmission for climate control for the vehicle comprising: forming atransmission shift delay system including a vehicle status sensor fordetermining if the vehicle is on or off, an ambient air temperaturesensor, an air conditioner compressor, said air conditioner compressorhaving a sensor for determining revolutions per minute, and a controlmodule and a shift controller connected to the transmission and to saidmodule for regulating delayed shifting of the transmission; determiningif the vehicle is on; determining if the ambient temperature equals orexceeds a threshold; receiving a signal from a temperature sensor;determining if said sensed temperature is less than a pre-selectedvalue; and canceling the delayed shifting if said sensed temperature isless than said pre-selected value.
 29. The method for regulating delayedshifting of a vehicle according to claim 28, wherein said temperaturesensor is an in-vehicle temperature sensor.
 30. The method forregulating delayed shifting of a vehicle according to claim 28, whereinsaid temperature sensor is an HVAC evaporator temperature sensor. 31.The method for regulating delayed shifting of a vehicle according toclaim 28, wherein said temperature sensor is an HVAC dischargetemperature sensor.
 32. The method for regulating delayed shifting of avehicle according to claim 28, wherein the vehicle includes an airconditioner compressor and the method includes the further step ofdetermining revolutions per minute of said compressor prior tocancelling delayed shifting.
 33. A method for regulating delayedshifting of a vehicle transmission to optimize passenger comfort andfuel economy comprising: determining if the vehicle is on; determiningif the ambient temperature equals or exceeds a threshold; receiving asignal from a temperature sensor, said temperature sensor being selectedfrom the group consisting of an in-vehicle temperature sensor, an HVACevaporator temperature sensor, and an HVAC discharge temperature sensor;determining if said sensed temperature is less than a pre-selectedvalue; and canceling the delayed shifting if said sensed temperature isless than said pre-selected value.
 34. The method for regulating delayedshifting of a vehicle according to claim 33, wherein the vehicleincludes an air conditioner compressor and the method includes thefurther step of determining revolutions per minute of said compressorprior to cancelling delayed shifting.
 35. The method for regulatingdelayed shifting of a vehicle according to claim 33, wherein the vehicleincludes a vehicle status sensor for determining if the vehicle is on oroff.
 36. The method for regulating delayed shifting of a vehicleaccording to claim 33, wherein the vehicle includes an ambient airtemperature sensor.
 37. The method for regulating delayed shifting of avehicle according to claim 33, wherein the vehicle includes an airconditioner compressor, said air conditioner compressor having a sensorfor determining revolutions per minute.
 38. The method for regulatingdelayed shifting of a vehicle according to claim 21, wherein the vehicleincludes a control module and a shift controller connected to thetransmission and to said module for regulating delayed shifting of thetransmission.